Logging-railway truck.



O. BERRYMAN.

LOGGING RAILWAY TRUCK.

APPLICATION FILED DEO.12, 1011.

Patented Apr. 2, 1912.

2 SHEETS-SHEET l.

OQRAPH 120.. WASHINGTON u l:

C. BERRYMAN.

LOGGING RAILWAY TRUCK.

APPLIOATION rum) DEO.12, 1911.

1,022,895. Patented Apr. 2, 1912.

2 SHEETS-SHEET 2.

INVENTOR w L1 v UNITED STATES PATENT OFFICE.

CRATON BERRYMAN, OF RENO, NEVADA.

LOGGING-RAILWAY TRUCK.

Application filed December 12, 1911.

To all whom it may concern:

Be it known that I, ORATON BERRYMAN, of Reno, in the county of WVashoe and State of Nevada, have invented certain new and useful Improvements in Logging-Railway Trucks; and I hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form part of this specification.

This invention is an improvement in logging railway trucks.

As ordinarily constructed logging railways or chutes are composed of parallel timbers arranged side by side, somewhat like a rcilroad track; and barked on their adjacent sides and greased so that other logs placed upon the track can be slid along the chute.

The objects of my invention are to obviate the friction and danger attendant on the use of ordinary chutes; and to facilitate transportation of logs by providing novel' trucks which are adapted to ride upon the ordinary chutes and transport the logs thereover. And is particularly useful where logs have'to be hauled up grades by means of cables or draft animals. The

novel trucks are so constructed that a series of logs may be transported simultaneously, and each intermediate truck can support the ends of two adjacent logs, thus avoiding the necessity of large trucks, and also enabling the loaded trucks to turn short curves. The trucks are provided with bolsters to carry the logs and with means for fastening the logs securely to the bolsters; and with brakes for checking their speed.

In the accompanying drawings I have illustrated one practical embodiment of the invention, and the present preferred form thereof; and I will explain the invention with reference thereto.

In said drawings-Figure 1 is a side elevation of a section of a logging railway or chute with a set of my novel trucks thereon loaded with logs to be transported. Fig. 2 is a vertical sectional view on line 2-2, Fig. 1. Fig. 3 is a plan view of one of the trucks. Fig. 4 is a longitudinal vertical sect-ion on line 4-4, Fig. 3. Fig. 5 is a detail perspective view of part of the truck mechanism detached. Fig. 6 is a detail view of the brake cable connecting devices. Fig. 7 is a detail sectional view of Specification of Letters Patent.

Patented Apr. 2, 1912.

Serial No. 665,236.

one of the adjustable devices for taking up slack in the log clamping chains. Fig. 8 is a detail view of one of the clamp adjIusting devices. Fig. 9 is a side view of The chute or logging railway consists as usual of parallel small logs or timbers T, T, mounted on sleepers S; these timbers T, T, are adapted to support the trucks. Each truck is composed of a main frame which is dished or V-shaped in cross section, and is preferably composed of two outer side bars 1 and two intermediate bars 1 respectively parallel with the adjacent side bars; and said bars are rigidly connected by end bars 1". All the members of the frame should be strongly and stiflly connected, and may be ironed if desired to increase the strength thereof.

Each truck is preferably mounted upon four rollers 2; two rollers at each side; each roller has studs or trunnions 2 at its ends journaled in boxes or bearings 2 securely bolted to the members 1, 1 of the frame. As shown each roller is provided at its outer end with a beveled flange 2. The rollers have thus a wide tread so that they will not be affected by inequalities in the width or distances apart of the timbers T, T; and the trucks will be prevented from jumping the chute both by the axial inclination of the rollers, and by the flanges 2 on the outer ends therof.

Owing to the length of the bearing parts of the rollers and their inclination, they naturally tend to keep the trucks exactly centered upon the chute timbers.

The trucks are provided with cradles or bolsters to support the logs. As shown in Fig. 1 of the drawings each end truck is provided with but one bolster 3; this bolster, see Figs. 1, 3, 4. is approximately V-shaped and is supported upon the intermediate bars 1. As shown a plate 1 is placed on top of the bars 1, and the bolster 3 is placed upon this member 1 and is secured thereto by a king-bolt 3, which may be confined by a pin or nut on its lower end. The kingbolt 8 passes through a slot 1 in the plate 1. to allow the bolster a slight movement longitudinally of the truck, for a purpose hereinafter stated.

The bolster connection is preferably stiffened by means of a brace iron 4, which may be rigidly bolted to the plate 1 or other part of the truck. As shown in Fig. 4 this transported I dicated centrally in Fig. 1.

brace is slotted as at P to permit the longitudinal movement of the bolster, as above referred to.

A slotted draft piece 5 may be secured to each truck as indicated in the drawings so that a set of unloaded trucks may be connected by these draft pieces and together drawn back to the loading place.

Instead of a single bolster 3 the truckmay be provided with two bolsters 3*, as indicated in the intermediate truck, Fig. 1, so that each such truck can support the ends of two logs. The bolsters 3* can be constructed similar to bolster 3; and the brace 4* may be inverted and secured centrally to the truck as indicated in Fig. 1, and its ends 4 be connected to the king-bolts of the bolsters 3 similarly to the connection of the brace 4 to the king-bolt 3 of bolster 3. When a log is to be transported two such trucks are brought into position and the opposite ends of the logs placed upon the bolsters of the adjacent trucks as indicated in Fig. 1. And if a series of logs are to be simultaneously intermediate trucks with two bolsters may be employed to support the ends of adjacent logs, as in- After the logs are in place, they are secured to the bolsters by any suitable means.

As shown in the drawings I prefer to secure the logs on the bolsters by chains 6, which are connected to eyes 3 ateach end of the bolster; and then thrown over the log and connected together, and then the slack in the chains is taken up by any suitable means. The slack may be taken up by means of a hand lever 6*, (see Figs. 2 and 8) which is connected at one end by a link 6 to one link of the chain 6; and this lever is connected intermediate its ends by a link 6 to another link of the chain 6; and after the chains are fastened over the log the lever 6 may be drawn down to the position shown in full lines in Fig. 2 and its free end engaged with a ring or hook 6 attached to the chain. This provides a quick and simple means of taking up the slack of the chains. In order to further tighten the chains after the slack is taken up I provide a chain tightener (see Fig. 7 comprising a plate 7, to the ends of which are pivoted links 7 to the outer ends of which are pivoted hooks 7 b with which the chains 6 may be engaged.

-To the outer end of each link 7* is also be readily operated by this lever 7 f and when turned half way around the lever 7 can be readily drawn back to position for use in 6 giving another half turn to the turn-buckle.

By this means the logs can be quickly and securely fastened to the truck bolsters; and can be readily unfastened when they reach the point of discharge by disengaging the lever 6 from its retainer 6 When several trucks are loaded as in Fig. 1, the logs will form a draft connection between successive trucks; but if desired the trucks may be adjustably connected by chains or ropes 10 hooked to the slotted links 5, as indicated in Fig. 1.

In order to check the speed of the loaded trucks when descending grades, and to arrest the trucks at any desired point on the railway, each truck should be provided with brake devices. As shown the brake devices comprise levers 8, which may be of strap metal, and attached to the end members of the truck frame beside each roller. Each lever 8 projects inwardly over the adjacent roller 2 and is preferably bowed as shown at (L in Figs. 3-5 to loosely fit the upper side of such roller. The inner ends of adjacent brake levers 8 are pivotally connected by links 8 to arms 8 fixedly attached to a rockshaft 8 journaled transversely in the truck frame as shown. The shaft 8 is provided with a depending arm 8 which may be connected to an operating chain or cable 9 which can extend the entire length of the logging train. The cable 9 is preferably detachably connected to the several arms 8 and for this purpose plates 8 are pivotally connected to the lower end of each arm 8 and adapted to engage the cable 9, which is placed between the plates 8, which can be caused to securely clamp the cable 9 by means of a bolt 8 The plates may be roughened or serrated on their opposed faces, as indicated in Fig. 6, to cause them to securely grip the cable. When the trucks are to be loaded bolts 8 may be loosened and the trucks slid along the cable the proper distances apart to receive the logs, and afterward the clamp plates caused to grip the cable. Thus a train of trucks may be readily adapted to carry logs of varying length and all the brakes, of the different trucks, may be operated simultaneously by a man on the forward or rear truck. As shown one end of cable 9 may be connected to a brake shaft 9 attached to the rear truck, which can be operated by a hand wheel 9 and may be provided with.

By the use of my trucks it is obvious that logs can be transported very rapidly and quickly along the chute or log-railway even if the latter is roughly made. There is little liability of the trucks leaving the railway; and the trucks can easily turn curves; long timbers can be readily transported therein; a number of logs can be shipped in train arrangement; several smaller logs can be piled on one set of trucks; and a man on the rear of the train can easily control the speed at which the train of logs moves and prevent to rapid descent thereof and consequent danger or injury to the trucks or railway which might result from uncontrolled movement of the loaded trucks.

\Vhat I claim is:

1. A logging truck, comprising a frame, pairs of rollers journaled in opposite sides of the frame, said rollers having flanges on their outer ends, the opposite pairs of rollers being oppositely inclined, a bolster slidably attached to the truck, and means for securing the logs to the bolster.

2. In a logging truck, the combination of a frame, pairs of rollers on opposite sides of the frame, the rollers being axially inclined and provided with flanges on their outer ends, a bolster pivoted to the truck and slidable thereon, a brace-bar attached to the truck and bolster, chains connected to the bolster for securing logs thereto, and a slack take-up connected with said chain.

3. A logging truck, comprising a frame approximately V-shaped in cross section, pairs of rollers journaled in opposite sides of the frame, the opposite pairs of rollers being oppositely inclined, a bolster slidably attached to the center of the truck; with chains attached to the ends of the bolster to securethe logs thereto, a slack take-up lever connected with said chains, and a tensioning device connecting the chains, substantially as described.

I. A logging truck, comprising a frame approximately V-shaped in cross section, pairs of rollers jonrnaled in opposite sides of theframe, said rollers having flanges on their outer ends, and the pairs of rollers being oppositely inclined, a bolster pivoted on the truck, and means for securing the logs on the bolster.

5. A truck for logging railways, comprising a body, opposite rollers journaled in said truck, and inclined relatively to each other, an approximately V-shaped bolster pivoted on said truck, and means for securing the logs to the bolster.

In testimony that I claim the' foregoing as my own, I atlix my signature in presence of two witnesses.

CRATON BERRYMAN.

VVit-nesses A. J. Gross, E. G. Rooms.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

